steffens



F. SIEFFENS. ELEVATED RAILWAY SYSTEMX APPLICATION FILED .IAN.8. I9l8.

Patented June 3, 1919.

I0 SHEETSSHEET 1.

IIIII'I II I IIIITII W IIII IIIIIIII WITNESS.

F. STEFFENS.

ELEVATED RAILWAY SYSTEM;

APPLICATION FILED JAN.8. 191s.

Patented June 3, 1919.

I0 SHEETSSHEET 2- [NVEN TOR. m

WI TNESS: M

. F. STEFFENS.

ELEVATED RAILWAY SYSTEM:

. APPLICATION 'FILED JAN. 8. 1918. 1,305,415.

[NI EN TOR.

l0 SHEETS-SHEET 3.

# A TTORNEY Patented J 11116 3, 1919.

. STEFFENS.

ELEVATED RAILWAY SYSTEIVL APPLICATION FILED lAN.8.19!8.

Patentgd June 3, 1919.

10 SHEETS-SHEET 4.

)(IIXIIXIIXII) Lim I "E A TTORNEY KIIXIIXIIXIIXI WITNESS F. STEFFENS.

ELEVATED RAILWAY SYSTEM.

APPLICATION FILED JAN-8,19%.

Patented June 3, 1919.

I0 SHEETS-SHEET 6.

' SS? I WNTOR.

(6 A TTQRNEY F. STEFFENS.

ELEVATED RAILWAY SYSTEM. APPLICATION FILED JAN-8.1918.

Patented June 3 1919.

- I0 SHEETS-SHEET1.

lV/TNESS.

F. STEFFENS.

ELEVATED RAILWAY SYSTEM.

APPLICATlON FILED mum. I918.

Patented June 3, 1919.

[-0 SHEETSSHEET 8.

lV/TNESS.

#5 A TTORNE Y F. STEFFEN'S.

ELEVATED RAILWAY SYSTEM.

APPLICATION FILED JAN-8.1918.

Patented June 3, 1919.

I0 SHEETSSHEET 9.

WITNESS: 1 4 VEN TOR.

Aid m4 WATTORNEY F. STEFFENS.

ELEVATED RAliWAY SYSTEM.

APPLICATION FILED JAN.8. IQIB.

Patented June 3, 1919.

10 SHEETS-SHEET $0 INVENTOR.

// ;4 ATTORNEY UNITED STATES PATENT OFFICE. FRED STElFFENS, OF ST.JOSEPH, 'MISSQURI, ASSI [G-NOR 0F ONE-HALF '10 HENRY L.

DOHERTY,.OF NEW YORK, Y.

ELEVATED-RAILWAY sYsrEMf To all whom it may concern: Be it known that I,FRED STEFFENS, a c1t1- zen of the -United States, residing at St.

Joseph, in the county of Buchanan and State of Missouri, have invented acertain new and useful Improvement in Elevated-Railway Systems, of whichthe, following is a specification.

My invention relates to improvements in elevated railway systems. One ofthe objects of my invention is to provide an elevated railway systemwhich will not interfere withstreet trafiic, which will eliminatedangers. and delays at railroad crossings, which may be cheaplyconstructed and economically operated, which is strong and durable, andwhich may be economically maintained in good condition. A further objectof my invention is to provide an elevated railway system in which i thecars in running will make little noise.

' and the noisy ,such movement.

Still another object of my invention is to provide a 'novel track andtruck wheels which will be self centering with respect to the track, andwhich will eliminate lateral movement of the truck wheels. on the trackfriction which accompanies Another ,object of my invention isto providean elevated railway system which will permit ofsharp curves being madeby the cars with a minimum offriction.

A further object of my invention is tov provide a novel track which willnot have its operation interfered with by weather conditions.

My invention further provides novel compensating means by which thetrack and its support will readily adapt themselves to changes intemperature.

My invention further provides an elevated track and support thereforwhich will not materially darken the street or obstruct the street orsidewalks.

My invention provides further an elevated railway system in which eachcar or a train of cars may be operated by one man.

Specification of Letters Patent.

of the trucks, and which will be substan-.

tially noiseless.

My invention further provides an ele- Patented J une) 3, 1919.Application filed January s, 1918. Seri'a1No.-210,805.

vated railway system having suspended cars and a track support in whichthe tracks cross on the same level.

My invention provides further a novel housing for supporting the railsand protecting them from the elements.

My invention also provides a novel railway crossing which permits trainsto turn to the right or left, to run straight ahead or to turn aroundand return on another track.

My invention further provides a novel car provided with novel means forsuspending the car body from the trucks.

My invention also provides a novel railway switch which is applicable toelevated or surface tracks. I

My invention further provides further novel means for holding suspendedcars from swaying laterally.

My invention provides further novel means for suspending elevated trackswhich permits of a maxlmum of strength and rigidity and a minimum ofweight.

My invention provides still further cars having novel emergency exitmeans, by which the passengers may descend to the street easilyands'afely when the cars are between stations.

Other novel features of my invention are hereinafter fully described andclaimed.

In the accompanying drawings, which illustrate the preferred embodimentof my invention, I

, Figure 1 is aside elevation of a portion of my improved elevated trackand cars supported thereby.

Fig. 2,i s a top view of that portion of the track shown in 'Fig. l.

Fig. 3 is a cross section, enlarged, of that portionof the track shownin Fig. 1, twd

cars being shown suspended respectively from the two tracks.

Fig. 4 is a side-elevation, enlarged, of one of the cars and a portionof the track supporting the same.

Fig. 5 is a plan view of myimpr'oved elevated railway crossing.

Fig. 6 is a horizontal sectional view of my improved car and a portionof the guide therefor.

Fig. 7 is an enlarged cross section on the line 7-7 of Fig. 8, showing aportion of the track and a part of a car. suspended therefrom.

Fig. 8 is a vertical sectional view on the line 8-8 of Fig. 7. I

Fig. 9 is a top view, enlarged, of a spliced section of one of the railsupporting housings, partl broken away.

Fig. 10 1s a side elevation, partly broken away, of what is shown inFig. 9.

Figs. 11 and 12 are horizontal sectional vviews,.taken on the line 11-11of Fig. 10 and showing respectively the two rail joints of a track andsupports therefor at the point of splicing of a housing.

Fig. 13 is across section of a portionofmy improved car and the lateralguide therefor.

Fig. 14 is a horizontal sectional view, enlarged, of a portion of myimproved crossing.

Fig. 15 is an enlarged vertical cross section on the line 1515 of Fig.6.

Fig. 16, is an enlarged vertical cross sec tion-of a portion of the carbody and of .the lateral guiding meansfor the same.

Fig. 17 is a horizontal sectional view'of the guiding mechanism carriedby the car and shown in Fig. 16. I

. Similar reference characters designate similar parts in the differentviews.

1 designates columns or pillars, preferably of structural steel,arranged in two rowsat opposite sides of the street respectively, and atthe edge of the sidewalks, in which posi tion they will neither obstructthe street nor the sidewalks.

I vals'pairs of clamping plates 5 and 6 disposed respectively above andbelow said ca bles, see Fig. 7.

Cross braces, or stiff legs 7, Figs. '2, 3 and '7, are secured to andrespectively connect opposite pairs of clamping plates 5 and 6.

ported respectively Extending vertically through and secured at theirupper ends to each pair of clamping plates 5 and 6, are vertical bars 8,Figs. 3 and 7, which support at their lower ends a track comprising alongitudinal housing consisting of two longitudinal right-angled members9, Fig. 7 whichare embraced by and are secured to and supported by aplurality of vertical brackets 10, to which the lower ends of the bars 8are pivoted by longitudinal horizontal bolts 11.

The brackets 10 are, preferably, of inverted U-shape, the lower ends ofthe arms thereof having ,inward extensions 12,. which support inwardlyextending longitudinal flanges 13 with which the members 9 arerespectively provided.

Mounted respectively on the flanges 13, within the housing, and boltedthereto, are two rails 14, Fig. 7, which are respectively at oppositesides of a longitudinal bottom opening with which the housing isprovided.

Theuzpper side of each rail 14 is arcuate preferably concave so as torender thetru'ck' wheels self centering and to reduce noise and frictionas will be described hereinafter.

Cross braces or stifi' legs 15, Figs. 3 and 7,

similar to the cross braces'7, are secured to and respectively connectopposite brackets 10 of the two tracks carried by the two pairs ofcables 3. i 1 Y Secured to and supported by the arms respectively of thebrackets 10. of each track are two longitudinal inverted troughs 16which cover and protect two trolley wires 17, Fig.7, which are securedto and sup-' by the troughs 16.

Supported by t e cross braces 15 is a lon gitudinal guide, Fig. 3, andFig. v16, designed to hold the suspended cars which run on the twotracks from lateral swaying when roundingcurves or during the presenceof high cross winds. Preferably this longitudinal guide consists of alongitudinal framework comprising vertical bars.18, arranged in pairswith their upper endssecure'dtocand suspended from the cross braces 15and having their lower ends secured to and supporting transverse bars-20to the under sides of which'are secured brackets 21, Fig. 16, which arebolted to and embrace longitudinal guide bars 19, which are concave ontheir under sides and are adapted to have run thereinperiipherallycurved tires 22 provided on gui ing rollers 23, rotatably mounted on thetransverse arm24: extending inwardly from a vertically movable verticalplate 25, Figs. 16 and 17, having rotatably mounted thereon an upperpair of rollers 26 and a lower pair of rollers 27, which run in and areguided V, by a vertical tubular guide plate 28 secured to the adjacentvertical side. of the car body 29.

runs over two pulleys 33 and'34, supported rotatably on a bracket 35which is secured to the car body 29 and extends through'the verticalwall thereof above the guide plate 28. The pulleys 33 and 34 are locatedrespectively inthe interior and at the exterior of the car body. Theweight 31 may be slidably mounted in atubular guide 36 secured to theinner side wall of the car body.

As shown in Fig. 3, crossed diagonal braces 37, each provided with aturn buckle 38 may connect opposite bars 18. As shown in Fig. 1,diagonal braces 39,,each having a turn buckle 40 may have their lowerends secured to the lower ends of the bars 18 and their upper endssecured to the upper'ends of some of the bars 18.

Crossed horizontal diagonal braces 41, each having a turn buckle 42,Fig. 2, have their ends secured to the brackets 10 of opposite tracks.Inclined longitudinal braces 41, each having aturn buckle 42', Fig. 1,

may have their upper ends respectively secured to adjacent clamping pates 5, and

their lower ends respectively secured to-ad-* two pairs of wheels 43,having rubber tires 44 fitting in the curved upper sides of the rails14. The wheels 43 are splined respectively'to two cross shafts 45,rotatable in the head of a T-shaped support comprising two plates 46 and47 bolted together and extending downwardly through a bottom openingprovided between the flanges 13" of the housing members 9.

The, lower ends of the plates 46 and 47 are respectively secured to theupper sides of two semi-circular cup-shaped plates 48 and 49, which areprovided at their lower edges respectively with inwardly extendingflanges 50 and 51, which support a horizontal annular plate 52, whichhas a ball race in its upper side in which are located balls 53 whicharemounted in a ball race in the .un-

der side of a horizontal annular plate 54,

which supports a circular plate 55,55 is best shown in Figs. 7 and 8.

Extending vertically through the car body 29 and through the plate 55are vertical bars 56-, Figs. 7 and 8, which at their lower ends 'areprovided with nuts 57 which respectively support coil springs 58, Fig.4, which in turn bear against and support. the under side of the carbody 29.

Respectively encircling the upper ends of the bars 56 are coilsprings.59, Figs. 7and '8, which are supported by the upper side of theplate 55, and which have respectively mounted upon their upper endswashers 60,

which support nuts 61 with which the upper ends-of the bars 56 arerespectively provided. The bars56, springs 58 and 59, washers 60 andnuts 57 and 61 provide yielding means for suspending the car body 29from each of the two trucks. The two plates 55 being respectivelyrotatably mounted, on vertical axes, with respect to the flanges 50 and51, permit the cars, although they may have long bodies, to make sharpturns, as the wheel base of each truck may be short. As the car bodymoves vertically, as permitted by its supporting springs, the weight 31holds the wheel 23 in operative action with the guide bar 19 with whichit engages.

The car body is thus held from swaying laterally.

Mounted respectively on the members 46- and 47, ards 62-, in each ofwhich is mounted a vertical coil spring 63, Fig. 8, which supports thelower end of a plunger 64, upon the upper end of which is rotatablymounted a trolley wheel 65, which engages with the adjacent the spring63.

Two levers 66 are respectively pivoted to the plates 46 and 47, andrespectively engage two washers 67 secured respectively to the plungers64 at the upper sides thereof. To each lever 66 is secured a rope 68which permits the operator of the car to draw the trolley wheel 65adjacent thereto downwardly Figs. 7 and 8, are two tubular standtrolleywire 17, against which it is held by out of contact with the trolleywire engaged by it. One trolley wire 17 may serve for 'a supply wire andthe other for the return of the current.

For bracing the trucks, each truck is provided with two chains 69, Fig.8, secured. at

their lower ends to the plate 49 and at their vided with the followingdescribed mecha &

the plates 46 .and 47, is rigidly secured a chain'wheel 71, which isconnected by a driving chain 72, preferably of the noiseless type, Figs.4, 7 and 8, which passes over and operatively engages twochain wheels73respectively secured, between the plates 46 and 47, to the two shafts45.

For driving each shaft 70,. there are preferably provided two electricmotors 74, mounted respectively on the horizontal lower ends of theplates 46 and 47.

Rigidly secured to the shaft 70 are two brake wheels 75, which arerespectively bolted to two disks 76, Fig. 7, which are respectivelyrigidly secured to the two armature shafts 77 of the motors 74. Drivingconnection is thus established between the armature shafts 77 and theshafts 45, to which the truck wheels 43 are secured. For protecting therollers and lower parts of the truck mechanism, a casing 78 secured tothe plates 46, 47, 48 and 49, "and inclosing the motors 74, as shown inFigs. 3 and 7, may be provided, the motors being secured, as shown, tothe inner walls thereof.

Between each pair of wheels 43 of each truck is provided a track brakeshoe 79, Fig. 8, which has a curved under side fitted to the uppercurved side of. the adjacent rail 14, against which the brake shoe isadapted to be forced by a vertical piston 80, which is attached to thebrake shoeand which isslidably fitted in the usual manner in an aircylinder 81, to which is connected, above the piston 80, a train pipe82, which is connected to a suitable compressed air tank, not shown,

carried by the car.

An emergency brake mechanism is also provided, see Fig. 7, on eachtruck. This brake mechanism comprises the. brake wheels 75, which areprovided with peripheral grooves, curved in cross section, in

which are fitted and adapted tobear at the under sides thereof two brakeshoes 83, which are respectively pivotally mounted upon two levers 84and 85, which are respectively pivoted on horizontal axes to twobrackets86 and 87, which are respectively mounted upon the lower horizontalportions of the plates 46 and 47. The inner ends of the levers 84 and 85are respectively pivoted to the lower ends of the outer arms of twoinverted U- shaped piston rods 88,the inner arms of which arerespectfully secured to two piston heads 89, which are respectivelyreciprocatively fitted in twoupright air cylinders 90, which arerespectively secured to the outer sides of the plates 46 and 47 Two airpipes 91, respectively communi cate with the cylinders 90 below thepiston heads 89. The air pipes 91 are connected. with the air pressuretank before referred to. the cylinders 90, through the pipes91, the

When compressed air is admitted to- .1 hand, the lever 84 has attachedto it a rope 92 which extends downwardly into the car body, see Fig. 7.By pulling down on the cable or rope 92, the lever 84 is swung so as tothrow the brake shoe 83 carried by it against the under side of theadjacent brake wheel 75.

To allow for changes trac l r housing is provided, preferably at eachcross span 2, with an expansionjoint, see Figs. 9 to 11, in whichlongitudinaLsections comprising the members 9, are slidingly mounted inand overlapped by an interme- 'diate section consisting of plates 93 inwhich are mounted transverse bolts 94, which extend through and areslidable respectively in longitudinal slots 95 provided in the members9.

Vertical bolts 96 mounted in the adjacent span 2 extend throughlongitudinal slots 97 provided in the members 9.

At the expansion joints, the rails 14 overlap the spaces between theends of adjacent members 9 to which the rails are secured by verticalbolts 98 which extend through longitudinal slots 99 provided in theflanges 13 of the members 9; As shown in Figs. 11 and 12, the rails 14have oblique overlapping side edges 100, whereby jolting of the truckwheels in passing from one rail to the next will be avoided.

In order'that two of the tracks may cross another pair at thesame level,I provide the crossingmechanism illustrated in Fig. 5.

At such a crossing there are four columns or pillars 1 which areconnected by spans '2 to form a square. The pillars 1 are connected bycrossed diagonal spans 101 corresponding in structure to the spans 2.The spans 101 support a platform 102, disposed centrally and supportingswitch levers 103 to which are respectively connected rods 104 which arerespectively pivoted to switch tongues 105, Fig. 14, which willbedescribed later.

Located centrally between the four columns 1 is an arcuate track 106,preferably'a com J I in temperature, each plete circle, and similar inconstruction to the straight track having the housing mem-- formingcontinuations of the adjacent.

curved portions B of the adjacent track.

This may best be seen in Fig. 14, in which it will be observed that ateach juncture of the curved portions B with the circula r track 106,

there'are two switch tongues 105, which are pivoted'respectively to theplaces of intersections of the outer .rails 14 of the circular track 106with the adjacent rails lLof the curved portions B of the crossingtracks, the

tongues 105 being respectively pivoted by vertical bolts 107 to therails 14.

Thus at each switch, there are two tracks which merge into a singletrack across which each tongue 105 is adapted to swing so as tooperatively engage either rail 14, each of the latter at the point wherethere is a single track being provided in its upper side and inner. edgewith a notch 108, Fig. 14, which- With the crossing structure justdescribed,

any train on any track may continue straight ahead, turn to the right orleft or turn around and return on'the track which is par allel to theone on which it has been running.

In case that a car, for some' reason is stoppedbetween stations, and itis desired to unload the passengers, I provide each car withan emergencyladder 109, see Figs. 1, 3, 4:, 6 and 15, which is hinged at one end tothe under side of the bottom of the car adjacent to an opening in thefloor, which is normally covered by a trap door 110, Fig. 6.-

f The ladder may be raised and lowered by means of a cable 111, which isfastened to and adapted to be wound on a drum 112,

Fig. 15, which is rotatably mounted under a seat in the car and which isprovided with a crank 113, to which is secured a ratchet wheel 114, withwhich engages a pawl 115 normally held by a spring 116 in engagementwith the rachet wheel. By releasing the pawl 115, the'drum 112 may becontrolled Each car is provided in one side near- "-the forward endthereof with entrance doors 119 and exitdoors 120.

:Between the entrance and exit doors, Fig. 6, is a transverse railing121. Spaced apart from the inner end of the railing is a longitudinaltable 122 behind which is the conductors station from which he cancontrol a turn stile 123 which controls the'passage of passengers,between the table 122 and the railing 121, from the forward to the rearpart of the car. v

' All passengers leaving-the car at the exit 120 will have passed theturnstile and their fares will have been collected. 0 In order that theconductor, who is also the motorman ofthe car, may observe the trackahead. the car body is provided with a front window 124, located justforward of the conductors station at the rear end of a longitudinalpassageway; 125, Figs. 6 and 13, with which the forward end and one sideof the car is provided. The location of the conductors station is suchthat he can have full observation ofall the passengers in the car andthose entering and leaving, as well as of the truck ahead and of thestationsat which the car stops.

I By means of the structure described, a

relatively light and very strong, economical and durable track supportis provided. Owing to the manner of suspending the cars, the cars can berelatively light and yet be suitable for heavy traflic, which may becarried on without any interference with the street or sidewalk traflic.The elevated structure is well adapted for level or hilly places and canbe very cheaplv built and maintained.

I do not. limit my invention to the'structures described and shown, asmodifications,

within the scope of the appended claims, v

may be made Without departing from the spirit of my invention.

What I claim is I 1. In an elevated railway system, an elevated track, atruck running on said track,-

a car body yieldingly suspended from said truck, aflongitudinal guide,and means including a vertically movable guiding device carried by thecar body and engaging said guide'for holding the car body from lateralswinging.

2. In an elevated railway system, an elevated track, a truck running onsaid track, a car body yieldingly suspended from said truck, alongitudinal guide, a vertically movable guiding device carried by thecar body and engaging said guide for'holding the car body from lateral.swinging, and yielding means for normally 'holding said guiding devicein operative engagementwith said guide.

3. In an elevated railway system, twotracks, means for suspending saidtrack independently of each other, cross-braces connecting said tracksuspending means, and

tracks, two longitudinal closed housings in' which said tracks arerespectively contained and supported, means for suspending said,housings,.cross braces connecting said housings, and car guiding meanssuspended from wsaid cross braces.

5. In an elevated railway system, two

tracks, two longitudinal closed housings in which said tracks arerespectively supported, means for supporting said housings," crossbraces connect ng said housings, and

a longitudinal guide carried by said cross braces for holding the carsrunning on said tracks from lateral swinging.

6. 'In an elevated railway system, track suspending means, a trackcarried thereby, a A

longitudinal frame carried by said suspending means, an invertedlongitudinal trough neowiie 7. In an elevated railway system, a truck,

a car body suspended therefrom, an inverted longitudinal trough guide, avertically movable guiding device carried by the car body and adapted torun in and be guided by i said guide, and means for normally forcingsaid device upwardly into said guide.

In testimony whereofl have signed my name to this specification.

Y FRED STEFFENS.

